Automatic train stop



Sept. l, 1925.

w. w. yHUDSON AUTOMATIC .TRAIN 'STOP Filed Nov. '7, 19215v im #M Sept. 1, 1925. v

W. W. HUDSON AUTOMATIC TRAIN STOP Filed Nv. '7, 1925 4 Sheets-Sheet ,2

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W. W. HUDSON AUTOMATIC TRAIN sToP Filed NOV. '7, 1923 4 Sheets-Sheet 3 Sept.l l, 1925.

1,552,304 w. w. HUDSQN AUTOMATIC TRAIN STOP 4 Sheets-Sheet 4 Filed NOV. 7, 1923 Y /M i H9] 41 www@ William Wludfon line whereby` to apply the brakes i'mmedi-V ately after the closing of the throttle to f pipes 16: and 17 connect respectively the Patented Sept. 1, 1925.

UNITED STAT-Es WILLIAM WALTER HUDSON, on SALT LAKE'CITY, UTAH.

'*AUTOYMATIC TRAIN STOP..

Application filed November To all whom .it may armoe/Mt.' y

Be it known that I, lViLLiAM HUDSON, a citizen of the United States, residing at Salt Lake City, 4county of SaltfLake, and State of Utah, have invented certain new and useful Improvements in Automatic Train Stops; and I do hereby declare the. following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to makekand use the same.

The presen-t invention relates to improvements in automatic train stops, land has for an object to provide an improved mechanical device for automatically 4closing the-engineers throttle valve shouldy they engineer inadvertently run past a signal set against him and into a forbidden block.

The invention moreover contemplates the provision of means for bleeding the lair `eEect an automatic stop without regard to any manual vactuation by the engineer.

The primary object of the invention is to produ-ce a simple mechanical larrangement adaptable to existing types of locomotives without requiringany alteration in the throttle valve mechanism, the air brake valve or other par-ts, and which will utilize the triplevalve now employed although in a different relation Iand .coupled in a novel manner. v

Other objects ofthe invention are to provide a compact installation for the purpose stated, which will be relatively inexpensive, positive in action, not apt easily to get out of vorder., and such as offers an unusual freedom of test by the inspector, .and readyacf` e the train liiie'entering through the pipe 19 cessibilitv for adjustment and repair.

Vith the foregoing and other objects -in view, the invention will be more fully described hereinafter, and will be` more par- 't-iciilarly pointed out' in the claims appended hereto. l l

VIn the drawings, wherein like symbols refer to like or corresponding parts throughout 'the several views,

Figure 1 shows Vindotted lines fragments :of a locomotive, 'and in full lines'the improved device applied thereto. Y

F'gu-re 2 is a similar view taken from the end of the locomotiveand showing the semaphore. vactuating mechanism.

:Figure 3 isv a `diagrammatic view with triple valve.

7,y 1923. serial nai 673,327.

parts in section, and lon an enlarged -scale the main reservoir for compressed airfkept `under appropriate pressure by Ythe pumps 10, .andl v11 indicates ythe usual train line.Av

The engineers airv brake valve Ais .shown at 12, and thethrottle lever at 13 carried pivotally7 by the bracket 14 and coupled-to the throttle valve through the `link .connection 1.5.. j t

In Aaccordance withI the usual custom,

main reservoir 9V andthe train line 11 with the engineers air brake valve 12.

In accordance'with the present invention,

tapped into these pipes 16 and 1'7 are pipesV 18 and 19 entering the casing .20 of the As shown more particularly in Figure 3, the. pipe 18 runs directlyto the main reservoir i9, and is not connected with the pipe liwhile a littley different arrangement` of pip-in is also made with reference to the `,pipes 1% and 19 but fthe same principleprevails. vThe triple valve is in usual manner provided `with a cylinder 21 in which is fitted for reciprocation the piston 22 having the piston rod 23V coupled to the slide valve 24 in thelslide valve chamber 25 which adjoiiis the cylinder 21. Airl from has free access to therupper surface of the piston 22, while airfrom the main reservoir 9 has access. toV the bottomsu-rface of the piston .22 inasmuch as the pipe A26 connecting with'th'e :pipe 18 and with .the triple valve casing 2O is coupled to ay duct .'27 leading the pressure below. the piston.

The Avalve chamber is provided with ports 28 and 29, the latter ycoi-r'imunieating withan exhaust port 30 open to the atmosphere. The valve 24 is also traversed by al longitudinal duct 31 in communication ait its lower end with the valve chamber` r25 and adapted to register with the'pfort 28 in the lowered position of the valve, The port '28 connects. with vno und

a pipe 32 leading to Vone end of a brake cylinder 33 in ywhich is fitted for reciprocation the piston 34 upon the piston rod 35. A coil spring 36 wound about the piston rod tends to urge the piston 34 toward the left as indicated in Figure 3 until the action isovercome by the pressure-of air against the piston. The pipe 37 connects through the side wall of the brake cylinder 33, and avalve 38 is locatedin this pipe.

The piston rod 35 extends out beyond the brake cylinderv and connects with an extension rod 39, which has a part adapted to engage the throttle to close the saine.

This arrangement is shown more particularly in Figures 4 to 7 inclusive. The eX- j tension rod 39 is shown to have a lateral projecting lug 40 and a flat shoulder 41 ac.-l joining but inwardly of the lug. The lug 40 is provided with a beveled under surface 42 adapted to move in the path of the upper rounded end 43 oi a rod 44 guided by a metal strip 45 secured upon one face of the vthrottle lever 13, which is slotted as indicated at 46 for the passage oi the pin 47, which connects the rod 44 to the latch rod 48 having the usual pivot handle 49 carried Y by the throttle lever 13. The latch rod 48 is on one side of the lever 13, and the rod 44 is upon the opposite side, although theser parts are connected together by the pin 47 and a spring 50 acting on the pin 47 inthe slot 46 urges the latch rod 48 into engagement with the toot-hed sector 51.

Referring again to. Figures 1 and 3, a trip valve casing is shown at 52 having the trip valve 53. This trip valve casing connects with the pipe 26 vand with a pipe 54 leading to the atmosphere. The valve is normally closed by the action of a springr pressed pin 55 engaging beneath the same and urging the valve upwardly aga-inst its seat. The valve stem 56 projects beyond the casing and against the intermediate portion 57 of a trip lever which is pivoted to swing about either of two pins 58 or 59 at. opposite sides of the valve stem 56. The trip lever is connected at its upper end with a link 60 anc the link 60 is coupled to the upstanding arm 61 of a bell crank lever fulcrumed upon the lbracket 62 and having a horizontal conipanion arm 63. A link 64 is coupled to the arm 63 and to an arm 65 upon a rock sha-ft 66 journalled in rbrackets 67 upon the top of the locomotive cab and havingv a crank arm 68 arranged in the path of a trip device adapted to be set by the semaphore arm'70, and such trip device being carried by the semaphore standard 71, as for instance, upon the brackets 72 carried by such standard. The trip device is connected with the semaphore arm as by the link 73 and the shatt 7 4 so that when the semaphore is set against the engineer, the trip 6.9 will be in the path .of 4the crank `arin 68.

A weight 78 is fixed upon the shatt66. When the device is tripped this weight swings over center and causes trip-valve 53 to remain open. 'A handle 77 on the bellcrank shaft enables the engineer to re-set the apparatus to initial position.

In the triple valve the usual feed grooves are, of course, eliminated or filled in.

The action of the device is as follows: The train line 11 is charged in the usual way to the required pressure, and this pressurecommunicates with the top portion of the piston 22 in the triple valve casing 20. The connection of the pipe 19 with the pipe 17 it will be noted is below the engine cutout valve 75. The pipe 19 enters the triple valve casing by the tapped port to which the auxiliary reservoir is' usually connected. The pressure from the main reservoir 9 is carried to the other end of the triple valve piston as already stated. The pipe 26, through which this connection is made, is screwed into the triple valve casing at the tapped hole to which the train line is usually con nected yand thus the main reservoir pressure is upon the lower end of the triple valve piston 22.

When the trip valve 53 is opened bythe action of the trip, the pressure beneath thetriple valve piston 22 isreleased to the atmosphere through the pipes 26 and 54. The pressure in the train line 11 then comes into play above the piston 22 and drives the same downwardly causing the slide valve 24 to shift to a position where the duct 31 reg- 100 isters with the port 287 thus' putting the train line pressure in communication with the brake cylinder 33 through the pipe ln. this case, the triple valve moves into emergency position. The compressed air will W5 shift thebrake plunger 34 to the right conipressing the spring 36 and the plunger will move over until the port of the pipe 37 is unmasked, whereupon the pressure will be permitted to escape to the atmosphere *110 through this pipe 37' and past the valve 38. lhen the pressure has been suiliciently reduced to balance the pressure ot the spring 36, the piston 34 will move back and lap the pipe 37, thus preventing anymore reduction H5 in the train line pressure. f

The action of the plunger 34 will close the throttle valve by the action ot the extension rod39 as indicatedin Figures4 to 7 inclusive. The extension arm39 in moving to 120 the right will first cause the beveled lower nose 42 to ride into contact with the upper rounded end 43 of the bar 44, thus depressing the bar 44 and with it the latch rod 48, which is coupled thereto by the pin 47. The 125 latch is thus moved out of engagement with the toothed sector 51 and followingy this movement, the shoulder 41 comes into contact with the throttle lever 13 substantially in alinement with thethrottle stem 15, The 131i i' throttle valve. i If the throttle valve for any trip valve 53.

throttle stem is'thus pushed in a substantial- Y ly 'straight linecausing the, closing of the reason tends to slam shut and advances faster than the shoulder 41 i'spro'pellin'g the same, the end of the extension bar 44 will .recede from the lug thus permitting the latch spring 5*() 'to lcause afreengagement of the latch with the sector 51,v The parts would thus remainlo'cked until the' advance of the lug 4() and the 'shoulder 41. Then e the apparatus is rested, it will leave the throttle valve Aclosed Vand latched.

The appara-tus is released by closing tne manually as through a lever 7 conveniently located to his hand. 7hen this trip valve 53 is closed, 'the main reservoir air quickly builds up the pressure on the lower side of the triple valve piston 22 lforcing the pistonup and closing the connection between the train line and the brakecylinder 33. The air in the brake cylinder becomes exhausted through Vthe ports 28 and 29, which are connected by the slide valve l24 assliown in Figure 3, and the'po'r't 29 leads to the atmosphere through the .port 30.. The spring 36 returns the 'plunger 34 to its initial position at or near the left head of the brake cylinder 33. The throttle is thus released, but it is closed and latclied. However, the engineer is freer to open it. The pipe 18, which includes the valve 76 is small in diameter, and the valve 76 is a needle valve that can be regulated to a very nice degree so that when the trip valve 53 is open it will not prevent the pressure in the pipe 26 from lowering enough to trip the triple valve. Also, it will not drain the pressure down in the main reservoir 9 as the air-puinp will supply air faster than it can leak out by this connection. Since the pipe 26 and the triple valve have together a relatively small volume, it will take only a small quantity of air to recharge up to the pressure of the main reservoir 9. Y

The train being made up as the engine comes out to the engine track, there can be a dummy semaphore; such as is shown in Figure 2 always set to stop, so placed that the engine must pass it. An inspector can observe if 'the throttle closes properly, and if the proper reduction is made iny the train line pressure. Then, when the engine is coupled to the train, the inspector can throw out the trip by hand, observe its action, and set the tonnage valve tothe proper opening. The run may then be made without getting into a closed block, or at' each order-station, the station-man vcan set his manual stationsemaphore to stop. This will give frequent inspections. At the end of the run, the engine may again be obliged to pass under the engine track dummy semaphore and give the The engineer' may do' this apparatus at the end of the frun. Then 'the apparat-us yis trippedon a run, the engineer ywill immediately `set his brake'v-alve jonv lap, release the apparatus by moving a small hand jlefver through `a quarter turn and 'theirv proceed as in a, regular stop..l Then :every- Ithing is clear,y he Vcan start upva'gainin the regularl manner. l' Y y It is obvious thaty various changes and modication's may be made in the'detai'lsof construction and design of theabove specifically described,` embodiment cf this invention without 'departing from the spirit thereof, such changes and 'modifications being re- Istricted only by the scope of the following claims. i j

That is claimed is:

1'. In combination with a locomotive and a signal-set trip, of a reservoirforair pressure carried by the locomotive, a triple valve Y casing, a plunger therein subjectat one side continuously to pressureffrom said 'reservoir 4and at the other side toi pressure from the train line, a .valve connected forv movement with said plunger., albralke' cylinl9() 'der adapted to be placed in 'communication with the iram line pressure by said valve,

tion with the atmosphere, yieldable means for holding saidV valve closed, a lever for opening said valve, a rock shaft carried by the locomotive and mechanically coupled to 'said lever, said rock shaft having a portion normally disposed in the path of the signal trip, means for holding said rock shaft `and coupled parts in thrown position after operation, and means for manually resetting the rock shaft and closing saidvlast named valve.

2. In combination with a locomotive and a signal-set trip, of a reservoir for air pressure carried by the locomotive, a triple valve casing, a plunger therein subject at one side continuouslyto pressure from said reservoir and at the other side to pressure from the train line, a valve connected for movement with said plunger, a brake cylinder adapted to be placed in communication with the train line pressure by said valve, said valve also adapted to evacuate the pressure from. said brake cylinder, a` Anormally closed valve adapted to place the reservoir pressure side of said plunger in communication with the atmosphere, yieldable means for holding iio said valve closed, a lever for opening said said rock shaft for holding the rock shaft in thrown position, .an arm on saidv rock shaft, a link connecting said arm with the a signal-set trip, of a reservoir for air pressure carried by the locomotive, a triple valve casing, a plunger therein subject at one side Y K Y p `triple valve casing with said last mentioned continuously to pressure from saidA reservoir and at the other side to pressure from the train line, a valve connected fo. movement With said plunger,'a brake cylinder adapted to be placed in communication With the train line pressure by said valve, said valve also adapted to evacuate the pressure from said brake cylinder, a normally closed valve adapted to place the reservoir pressure side of said plunger in communication With the atmosphere, means carried by the locomotive operated upon by said signal trip for opening said last named valve, a plunger in said brake cylinder, an arm movable with said plunger and having a shoulder and a reduced beveled tip portion, a throttle valve leverin the path of said shoulder, a latch for the throttle'valve, and a-rod coupled to said latch and disposed in the path of the beveled tip on said arm.-

4;. In combinationy With a locomotive and a signal-set trip, a triple valve casing having a plunger chamber and a valve chamber therein, a plunger in said plunger chamber, a valve coupled to said plungerand disposed in vsaid valve chamber, a valve vcasing separate from saidl triple valve casing, a pipeoconnecting the plunger chamber in said valve casing, said. last mentioned valve casing adapted alsov to communicate with the atmosphere, a yieldably closed valve in said last mentioned valve casing, means acted on by the signal trip for opening said last mentioned valve, a pressure reservoir, a conduit of smaller diameter than said pipe connected to said pipe between the triple valve casing and the last mentioned valve casing, means in said conduit to regulate the flow of pressure, a train line connecting With the valve chamber of said triple valve casing, and a brake cylinder also communicating with said valve chamber of the tripleY valve when the valve therein is in one position and With the atmosphere When'the valve is in a subsequent position.l

WILLIAM .WALTER HUDSON. 

